Hydrogen vs electric vehicles

The race to decarbonize the transportation sector has brought two primary contenders to the forefront for heavy-duty applications: hydrogen-powered vehicles (HPVs) and battery electric vehicles (BEVs). Road transport, especially that of commercial vehicles such as trucks and buses, and other large vehicles is pivotal to the global supply chain and public transportation but at the same time contributes highly to emissions of greenhouse gases. Both technologies promise reduced emissions, but their viability for heavy-duty transport varies based on energy density, infrastructure, operational range and cost.

Energy density

Energy density is a critical factor for heavy-duty vehicles since large vehicles have very high energy requirements. Hydrogen fuel cells utilize both compressed hydrogen gas and liquid hydrogen, which possess energy densities of approximately 120 MJ/kg and 141 MJ/kg, respectively. This in turn gives hydrogen vehicles high energy densities allowing for large ranges without compromising payload capacity. In contrast, lithium-ion batteries used in BEVs have an energy density of approximately 0.2 MJ/kg. The lower energy density implies that very large and heavy batteries are needed for long ranges, which may decrease the payload. Advances in battery technology such as solid-state batteries are an example of working on the mentioned gap but are yet to be developed fully.

Capital and maintenance costs

In the acquisition and maintenance cost comparison for heavy-duty transport, hydrogen trucks, which cost approximately $350,000 for a 40 kg fuel tank capacity, are much costlier than electric trucks that, on average, cost $150,000 for a 150-kWh battery pack, because of the immaturity of fuel cell technology. But in the long run, hydrogen trucks are more cost-effective in terms of total cost of ownership (TCO) because the fuel cell has a much longer lifespan than batteries and has lower maintenance costs than electric trucks. Although electric trucks are more economical at purchase, they have higher maintenance costs over time, primarily due to battery degradation and eventual replacement.

Refueling and charging infra

Refueling time is a major operational consideration, and since hydrogen vehicles can be refueled in 5-15 minutes, they outperform electric vehicles. For example, the Shell refueling station in Long Beach, California, has a capacity of about 1 MW at 700 bar high-pressure and can refuel 50 hydrogen-powered vehicles with 30-40 kg tank capacity per day. But charging of BEVs takes much longer compared to refueling of HEVs. High output fast chargers—DC chargers over 350 kW like in Tesla’s V4 supercharging station for its semi trucks with massive ~900 kWh packs—can charge a battery to 80 percent within half an hour and limit vehicle throughput to 10-15 per station per day. Standard charging mechanisms include AC chargers, which usually take many hours and therefore are not efficient for heavy-duty transport with tight schedules. Hydrogen refueling stations are currently expensive to establish, costing $1-2m per station with a capacity of 500 kW to 1 MW. EV charging infrastructure is more modular, with Level 2 stations i.e. AC fast charging stations (6 kW to 20 kW) costing $2,000-$5,000 and fast-charging stations (25 kW to 350 kW) costing $50,000-$100,000.

Operational range and cost

Current hydrogen-based heavy-duty vehicles need to be refueled between 500-800 km, although prototypes such as the Toyota Kenworth T680 fuel cell truck have been produced with the capability of covering more than 1000 km. Hydrogen vehicles contain fuel tanks of 30-40 kg of hydrogen and are built to work under a pressure of up to 700 bar. The cost of hydrogen fuel is between $6- $10 per kg, meaning that the operating cost per kilometer is between $0.12 and $0.20 for a conventional heavy-duty truck. Medium and heavy-duty BEVs, like the Tesla Semi, based on battery capacity can drive 500-800 km using a battery with a maximum capacity of 1 MWh. In other countries, it costs $0.10 to $0.20 per kWh to charge the electricity, hence the operation cost of $0.10-$0.15 per km is comparatively higher than that of Nepal. According to a study by the NEA, the cost of operating electric vehicles in Nepal is 15-20 times lower than petrol vehicles: for electric cars, it is Re 0.7 paisa per kilometer, Re 0.8 for SUVs or jeeps, Re 0.9 for microbuses and Rs 1.2 for large buses.

The green aspect

Environmental aspects shape the complex relations between hydrogen and battery-electric vehicles. Hydrogen’s environmental impact hinges on its production method: green hydrogen, produced through the electrolysis of water using electricity from renewable sources, is a cleaner but comparatively expensive solution, while gray hydrogen produced from natural gas has a high CO2 output. Technologies like carbon capture and storage (CCS) have improved the blue hydrogen to fill this gap. A notable environmental advantage of hydrogen-powered vehicles is that their byproduct is just water vapor, and thus doesn’t emit any carbon into the atmosphere. Even though electricity used by BEVs can be from renewable sources, the two main environmental issues are associated with batteries. The exploitation of such strategic minerals such as lithium, cobalt and nickel brings with it questions on resource depletion as well as the impact on the environment. However, recycling or disposal of the batteries becomes a concern when the BEV batteries degrade over time—typically after about 10 years.

Hybrid model

Hybrid models combining hydrogen and battery technologies are emerging as a promising solution. These vehicles are driven by hydrogen fuel cells as the main power source and batteries that will be used for auxiliary/peak load. This approach enhances the efficiency of the features inherent in both technologies, including the range of operation and regenerative braking. For instance, the Honda CR-V e: FCEV incorporates hybrid systems to balance performance and efficiency that provide 29 miles of range via battery, adding to the 241 miles from the fuel cell. The hybrid model is more appropriate for developing countries like Nepal, where establishing extensive hydrogen refueling infrastructure is expensive and not feasible in all locations. Thus, by incorporating a battery as an extra power source, the hybrid model allows vehicles to cover the necessary range to reach refueling stations. Current trends are to further invest in R&D of lighter fuel cell systems and higher capacity batteries to cut costs and ease integration.

Conclusion

The heavy-duty vehicle registration in Nepal was about 18,500 units in 2023 and is projected to reach around 20,400 units by 2026. This highlights the potential for hydrogen and electric technologies to play a pivotal role in the decarbonization of the transportation industry. Heavy-duty transport may benefit from hydrogen or electric technologies but each has its strengths and weaknesses. Hydrogen has the highest energy density, fast refueling time, and longest-range satisfaction compared to battery electric vehicles, making it suitable for long-distance use. Nevertheless, hydrogen remains an immature technology, with the problem of expensive hydrogen production and the lack of refueling stations persisting.  These issues can be solved through strategic solutions such as government subsidies, incentives for green hydrogen production and policies to encourage private sector investment. BEVs are cheaper with regard to energy, require less maintenance and have a more extensive charging network. However, they have relatively less energy density, longer charging time and limited traveling distance, which are not suitable for commercial purposes for heavy-duty applications. That is why hybrid models are considered to be intermediate solutions that combine the possible benefits of both technologies. The choice ultimately depends on specific use cases, availability of infrastructure and regional energy policies. As the world continues to look for sustainable production of heavy-duty vehicles, both hydrogen and electric technologies are likely to coexist in the coming years as well.